Turning motion control system for vehicle

ABSTRACT

A turning motion control system for a vehicle includes an actuator, and an actuator control device for controlling the actuator so that an actual turning motion state of the vehicle becomes close to a target turning motion state. The actuator control device is designed so that its control-permitted state and its control-stopped state can be switched from one to another through a switching device operated by a driver. When an air-pressure decreased state detecting device has detected an air-pressure decreased state, the actuator control device carries out the control of the operation of the actuator, irrespective of a switching mode of the switching device. Thus, even if an air-pressure decrease or an abnormality is generated in any of wheels in a state in which the turning motion control by the actuator has been stopped, the stability of the vehicle can be ensured.

RELATED APPLICATION DATA

This application is a Division of application Ser. No. 10/991,652, filedNov. 8, 2004, which application is incorporated herein by reference. TheJapanese priority application No. 2003-397825 upon which the presentapplication is based is hereby incorporated in its entirety herein byreference.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to a turning motion control system for avehicle, comprising: a target turning motion state determining means fordetermining a target turning motion state of the vehicle; a turningmotion state detecting means for detecting an actual turning motion ofthe vehicle; an actuator control means for controlling an actuator sothat the actual turning motion state of the vehicle detected by theturning motion state detecting means becomes close to the target turningmotion state determined by the target turning motion state determiningmeans; and a switching means adapted to switch over a control-permittedstate and a control-stopped state of the actuator upon operation by adriver.

2. Description of the Related Art

Such a turning motion control system is already known, for example, fromJapanese Patent Publication No. 3214824. There is another conventionalturning motion control system, in which turning motion control byoperation of an actuator is turned on and off by a vehicle driver'sintention during circuit traveling or for a convenience of use.

However, in a state in which the turning motion control by the actuatorhas been stopped by the driver's intention, if an air-pressure decreasesin any of wheels or if any of the wheels is fallen into an abnormalstate, stability of the vehicle is sometimes difficult to be securedwhen a sudden steering is conducted.

SUMMARY OF THE INVENTION

Accordingly, it is an object of the present invention to provide aturning motion control system for a vehicle, wherein stability of thevehicle can be ensured even if an air-pressure decrease or an abnormallyis generated in any of wheels in a state in which turning motion controlby an actuator has been stopped.

To achieve the above object, according to a first feature of the presentinvention, there is provided a turning motion control system for avehicle, comprising: a target turning motion state determining means fordetermining a target turning motion state of the vehicle; a turningmotion state detecting means for detecting an actual turning motion ofthe vehicle; an actuator control means for controlling an actuator sothat the actual turning motion state of the vehicle detected by theturning motion state detecting means becomes close to the target turningmotion state determined by the target turning motion state determiningmeans; and a switching means adapted to switch over a control-permittedstate and a control-stopped state of the actuator upon operation by adriver, wherein the system further comprises an air-pressure decreasedstate detecting means capable of detecting an air-pressure decreasedstate of any of wheels, and wherein the actuator control means isadapted to carry out the control of the operation of the actuator,irrespective of the switching mode of the switching means, when theair-pressure decreased state detecting means has detected theair-pressure decreased state.

With the arrangement of the first feature, in a state in which thedriver has operated the switching means to stop the turning motioncontrol by the actuator, when the air-pressure decreased state detectingmeans detects an air-pressure decreased state, the actuator controlmeans controls the actuator so that the actual turning motion state ofthe vehicle becomes close to the target turning motion state. Therefore,the stability of the vehicle can be ensured.

According to a second feature of the present invention, there isprovided a turning motion control system for a vehicle, comprising: atarget turning motion state determining means for determining a targetturning motion state of the vehicle; a turning motion state detectingmeans for detecting an actual turning motion of the vehicle; an actuatorcontrol means for controlling an actuator so that the actual turningmotion state of the vehicle detected by the turning motion statedetecting means becomes close to the target turning motion statedetermined by the target turning motion state determining means; and aswitching means adapted to switch over a control-permitted state and acontrol-stopped state of the actuator upon operation by a driver,wherein the system further comprises: wheel speed sensors for detectingwheel speeds of a plurality of wheels, respectively; and a wheelabnormal state detecting means for detecting an abnormal state of any ofthe wheels, based on comparison of values detected by the wheel speedsensors with one another, and wherein the actuator control means isadapted to carry out the control of the operation of the actuator,irrespective of the switching mode of the switching means, when theair-pressure decreased state detecting means has detected theair-pressure decreased state.

With the arrangement of the second feature, in a state in which thedriver has operated the switching means to stop the turning motioncontrol by the actuator, when the wheel abnormal state detecting meansdetects an abnormal state of any of the wheels through comparison of theplurality of wheel speeds with one another, the actuator control meanscontrols the actuator so that the actual turning motion state of thevehicle becomes close to the target turning motion state. Therefore, thestability of the vehicle can be ensured.

The above and other objects, features and advantages of the inventionwill become apparent from the following description of the preferredembodiment with reference to the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is an illustration showing the entire arrangement of a drivesystem and a control system of a vehicle.

FIG. 2 is a diagram of a liquid pressure circuit showing arrangement ofan actuator.

FIG. 3 is a diagram showing a portion of an instrument panel.

FIG. 4 is a diagram showing arrangement of the control system associatedwith turning motion control.

FIG. 5 is a flow chart showing a procedure of detecting an abnormalstate by a wheel abnormal state detecting means.

FIG. 6 is a flow chart showing a procedure of determining whether or notturning motion control should be conducted.

DESCRIPTION OF THE PREFERRED EMBODIMENT

Referring first to FIG. 1, an output from a transmission T connected inseries to an engine E is transmitted to front left and front rightwheels WFL and WFR which are left end right driven wheels of afront-engine front-wheel-drive (FF) vehicle V. Front left and frontright wheel brakes 5FL and 5FR are mounted on the front wheels WFL andWFR. Rear left and rear right wheel brakes 5RL and 5RR are mounted onrear left and rear right wheels WRL and WRR which are left and rightfollower wheels.

A master cylinder M is of a tandem type and adapted to output a brakingliquid pressure in response to the operation of a brake pedal P by avehicle driver. The master cylinder M is connected to the wheel brakes5FL, 5FR, 5RL and 5RR through an actuator 4 which is a braking liquidpressure control unit.

Referring to FIG. 2, the master cylinder M includes first and secondoutput ports 1A and 1B which generate braking liquid pressures. Thefirst output port 1A is connected to a first output liquid pressurepassage 3A, and the second output port 1B is connected to a secondoutput liquid pressure passage 3B. Both the output liquid pressurepassages 3A and 3B are connected to the actuator 4.

The actuator 4 includes: a normally-opened type solenoid valve 6FL, acheck valve 7FL and a normally-closed type solenoid valve 9FL, all ofwhich correspond to the front left wheel brake 5FL; a normally-openedtype solenoid valve 6RR, a check valve 7RR and a normally-closed typesolenoid valve 9RR all of which correspond to the rear right wheel brake5RR; a first reservoir 8A, a first pump 10A, a first damper 13A, a firstcut valve 17A, a first suction valve 18A and a first one-way valve 19A,all of which correspond to the front left wheel brake 5FL and the rearright wheel brake 5RR; a normally-opened type solenoid valve 6FR, acheck valve 7FR and a normally-closed type solenoid valve 9FR, all ofwhich correspond to the front right wheel brake 5FR; a normally-openedtype solenoid valve 6RL, a check valve 7RL and a normally-closed typesolenoid valve 9RL, all of which correspond to the rear left wheel brake5RL; a second reservoir 8B, a second pump 10B, a second damper 13B, asecond cut valve 17B, a second suction valve 18B and a second one-wayvalve 19B, all of which correspond to the front right wheel brake 5FRand the rear left wheel brake 5RL.

The first output liquid pressure passage 3A is connected to a firstliquid pressure passage 20A through the first cut valve 17A which is anormally-opened type solenoid valve. The second output liquid pressurepassage 3B is connected to a second liquid pressure passage 20B throughthe second cut valve 17B which is a normally-opened type solenoid valve.

The first liquid pressure passage 20A is connected to the front leftwheel brake 5FL through the normally-opened type solenoid valve 6FL, andto the rear right wheel brake 5RR through the normally-opened typesolenoid valve 6RR. The second liquid pressure passage 20B is connectedto the front right wheel brake 5FR through the normally-opened typesolenoid valve 6FR, and to the rear left wheel brake 5RL through thenormally-opened type solenoid valve 6RL. The check valves 7FL, 7FR, 7RLand 7RR are connected in parallel to the normally-opened type solenoidvalves 6FL, 6FR, 6RL and 6RR, respectively.

The normally-closed type solenoid valves 9FL and 9RR are mounted betweenthe first reservoir 8A and the front left wheel brake SFL as well as therear right wheel brake 5RR, respectively. The normally-closed typesolenoid valves 9FR and 9RL are mounted between the second reservoir 8Band the front right wheel brake 5FR as well as the rear left wheel brake5RL, respectively.

The first and second reservoirs 8A and 8B are connected to intake sidesof the first and second pumps 10A and 10B driven by an electric motor 11which is a common electric actuator through the first and second one-wayvalves 19A and 19B adapted to permit the flow of a braking liquid towardthe pumps 10A and 10B. The first and second liquid pressure passages 20Aand 20B are connected between the first and second pumps 10A and 10B andthe one-way valves 19A and 19B through the first and second suctionvalves 18A and 18B which are normally-closed type solenoid valves, andto discharge sides of the first and second pumps 10A and 10B through thefirst and second dampers 13A and 13B.

In such an actuator 4, during usual braking in a state in which thefirst and second cut valves 17A and 17B have been opened and the firstand second suction valves 18A and 18B haven been closed, thenormally-opened type solenoid valves 6FL to 6RR are brought into adeexcited and opened state, and the normally-closed type solenoid valves9FL to 9RR are brought into a deexcited and closed state; and a brakingliquid pressure output from the first output port 1A in the mastercylinder M is applied to the front left and rear right wheel brakes 5FLand 5RR through the normally-opened type solenoid valves 6FL and 6RR. Inaddition, a braking liquid pressure output from the second output port1B in the master cylinder M is applied to the front right and rear leftwheel brakes 5FR and 5RL through the normally-opened type solenoidvalves 6FR and 6RL.

When a wheel is about to be brought into a locked state during thebraking, one of the normally-opened type solenoid valves 6FL to 6RRcorresponding to such a near-lock wheel is excited and closed, and oneof the normally-closed type solenoid valves 9FL to 9RR corresponding thenear-lock wheel is excited and opened. Thus, a portion of the brakingliquid pressure for the near-lock wheel is absorbed into the firstreservoir 8A or the second reservoir 8B, whereby the braking liquidpressure for the near-lock wheel is reduced.

To maintain the braking liquid pressure constant, the normally-openedtype solenoid valves 6FL to 6RR are brought into an excited and closedstate, and the normally-closed type solenoid valves 9FL to 9RR arebrought into a deexcited and closed state. Further, to increase thebraking liquid pressure, the normally-opened type solenoid valves 6FL to6RR are brought into a deexcited and opened state, and thenormally-closed type solenoid valves 9FL to 9RR are brought into adeexcited and closed state.

By controlling the deexcitation and excitation of the normally-openedtype solenoid valves 6FL to 6RR and the normally-closed type solenoidvalves 9FL and 9RR in this manner, the braking can be conducted with agood efficiency without locking the wheels.

During an antilock brake control operation as described above, theelectric motor 11 is operated to rotate, and the first and second pumps10A and 10B are driven with the operation of the electric motor 11.Therefore, the braking liquid absorbed into the first and secondreservoirs 8A and 8B is drawn into the first and second pumps 10A and10B, and then returned through the first and second dampers 13A and 13Binto the first and second output liquid passages 3A and 3B. Suchcirculation of the braking liquid can prevent an increase in the amountof depression of the brake pedal P due to the absorption of the brakingliquid into the first and second reservoirs 8A and 8B. Moreover, thepulsation of the pressure discharged from the first and second pumps 10Aand 10B is suppressed by the action of the first and second dampers 13Aand 13B, and the operational feeling of the brake pedal P cannot bedegraded.

By operating the electric motor 11 in a state in which the first andsecond suction valves 18A and 18B have been excited and opened, and thefirst and second cut valves 17A and 17B have been excited and closedduring non-braking operation, the first and second pumps 10A and 10Bdraw the braking liquid into themselves from the master cylinder M anddischarge the pressurized braking liquid into the first and secondliquid pressure passages 20A and 20B. By controlling the deexcitationand excitation of the normally-opened type solenoid valves 6FL to 6RRand the normally-closed type solenoid valves 9FL and 9RR in this state,the turning motion control of the vehicle can be carried out.

More specifically, when the vehicle is in an over-steered sate, theover-steered state can be overcome by operating the wheel brakes for theturning outer wheels; and when the vehicle is in an under-steered state,the under-steered state can be overcome by operating the wheel brakesfor the turning inner wheels.

Referring again to FIG. 1, the operation of the actuator 4 is controlledby a control unit U, to which the following detection values are input:a detection value provided by a steering angle sensor Sd as a targetturning motion state determining means for determining a target turningmotion state for the vehicle based on an amount of operation of asteering wheel H; a detection value provided by a yaw rate sensor S as aturning motion state detecting means for detecting an actual turningmotion state of the vehicle; and detection values provided by wheelspeed sensors SFL, SFR, SRL and SRR for detecting wheel speeds of thewheels WFL, WFR, WRL and RR, respectively.

Referring to FIG. 3, an instrument panel 14 a is provided with a meter15 for indicating the operated state of the actuator 4, a warning andthe like, and a selector switch 16 as a switching means for switching onand off of the turning motion control by the driver's intention. Theindication of the meter 15 is controlled by the control unit U, and aswitching signal provided by the selector switch 16 is input to thecontrol unit U.

Referring to FIG. 4, a section of the control unit U, which isassociated with the turning motion control, includes: an actuatorcontrol means 21 for controlling the operation of the actuator 4 tocarry out the turning motion control of the vehicle; and a wheelabnormal state detecting means 22 adapted to detect an abnormal state ofany of wheels and deliver the detection result to the actuator controlmeans 21.

The wheel abnormal state detecting means 22 is adapted to detect thewheel abnormality by comparing the wheel speeds detected by the wheelspeed sensors SFL, SFR, SRL and SRR with one another. The wheelabnormality is detected by a procedure shown in FIG. 5.

After learning of an initial valve at Step S1, it is confirmed at StepS2 whether or not the learning of the initial valve has been completed.After the completion of the learning of the initial value, it isdetermined at Step S3 whether or not a relation (1−VR)>a determinationthreshold value is established, wherein an equation {(FL+RR)/(FR+RL)}=VRis established, when FL and FR representing wheel speeds of the frontleft and front right wheels, and RL and RR representing wheel speeds ofthe rear left and rear right wheels. When (1−VR)≦the determinationthreshold value is established, it is determined that the wheels are notin an abnormal state, to proceed to Step S4 at which a warning lamp isstill turned off. On the other hand, when (1−VR)>the determinationthreshold value is established, it is determined that any of the wheelsis in an abnormal state, to proceed to Step S5 at which the warning lampis turned on, and a signal indicating that any of the wheels is in theabnormal state is input to the actuator control means 21.

The abnormal state of the wheel means a state in which an air pressurein the wheel has been decreased, or a tire has been punctured, or a tirewith a different diameter has been mounted on the wheel by mistake.Thus, the wheel abnormal state detecting means 22 also functions as anair-pressure decreased state detecting means for detecting a decrease inair pressure of the wheel.

The actuator control means 21 controls the actuator 4 so that thesteering angle of the steering wheel H detected by the steering anglesensor Sd becomes a value in the target turning motion state, and sothat the actual turning motion state detected by the yaw rate sensor Scbecomes close to the target turning motion state. When the driverselects to operate the selector switch 16 to stop the turning motioncontrol, the control of the actuator 4 by the actuator control means 21for control of the turning motion is stopped, unless the wheel abnormalstate detecting means 22 has detected the wheel abnormality.

Namely, in the actuator control means 21, the turning motion control iscarried out by a procedure shown in FIG. 6. At Step S11, it isdetermined whether or not a flag F is at 1. The flag F is based on asignal from the selector switch 16. When the driver selects to stop theturning motion control, the flag F assumes “1”.

When it is confirmed at Step S11 that the flag F is “0”, the procedureis advanced to Step 13 at which vehicle stability assist (VSA) iscarried out. When it is confirmed at Step S11 that the flag F is “1”,the procedure is advanced to Step S13 at which it is confirmed whetheror not the wheel abnormal state detecting means 22 has detected a wheelabnormality. When the wheel abnormal state detecting means 22 has notdetected a wheel abnormality, the procedure is advanced to Step S14 atwhich it is confirmed whether or not an abnormality has been generatedin the wheel abnormal state detecting procedure and a warning has beenissued. When it is confirmed that the wheel abnormal state detectingprocedure has been normally performed, the procedure is advanced to StepS12.

When it is confirmed at Step S13 that the wheel abnormal state detectingmeans 22 has detected a wheel abnormality, as well as when it isconfirmed at Step S14 that the wheel abnormal state detecting means 22has not detected a wheel abnormality but an abnormality has beengenerated in the wheel abnormal state detecting procedure and thewarning has been issued, the procedure is advanced to Step S15 at whichthe flag F is set at “0”, to advance to Step S12. In other words, whenit is confirmed that the wheel abnormal state detecting means 22 hasdetected the wheel abnormality, as well as when it is confirmed that thewheel abnormal state detecting means 22 has not detected any wheelabnormality, but an abnormality has been found in the wheel abnormalstate detecting procedure and the warning has been emitted, the flag Fis forcibly set at “0”, whereby the actuator control means 21 controlsthe operation of the actuator 4 to conduct the vehicle stability assist,irrespective of the switching mode of the selector switch 16.

The operation of the present embodiment will be described below. Valuesdetected by the wheel speed sensors SFL, SFR, SRL and SRR for detectingthe wheel speeds of the wheels WFL, WFR, WRL and WRR, respectively, areinput to the wheel abnormal state detecting means 22, which detects anabnormal state of any of the wheels based on the comparison of thevalues detected by the wheel speed sensors SFL, SFR, SRL and SRR withone another. When the wheel abnormal state detecting means 22 hasdetected an abnormal state of any of the wheels, the actuator controlmeans 21 adapted to control the turning motion of the vehicle bycontrolling the operation of the actuator 4 controls the operation ofthe actuator 4, irrespective of the switching mode of the selectorswitch 16 adapted to switch over a control-permitted state and acontrol-stopped state of the actuator 4 upon operation by the driver.

Therefore, even in a state in which the driver has operated the selectorswitch 16 to stop the turning motion control by the operation of theactuator 4, when the wheel abnormal state detecting means 22 hasdetected an abnormal state of any wheel based on comparison of the wheelspeeds with one another, the actuator control means 21 controls theactuator 4 so that the actual turning motion state of the vehiclebecomes close to the target turning motion sate. Therefore, even if anabnormality of a wheel has been generated in a state in which theturning motion control by the operation of the actuator 4 has beenstopped, the stability of the vehicle can be ensured.

In the above-described embodiment, the abnormality of the wheel isdetected by the comparison of the wheel speeds of the wheels WFL, WFR,WRL and WRR with one another, but sensors for detecting air pressuresmay be mounted separately on the wheels WFL, WFR, WRL and WRR so thatdecrease in the air pressures of the wheels is detected by wirelesssignal transmission from the sensors. When an air-pressure decreasedstate has been detected, the control of the operation of the actuator 4may be carried out, irrespective of the switching mode of the selectorswitch 16. With this arrangement, even in a state in which the driverhas operated the selector switch 16 to stop the turning motion controlby the operation of the actuator 4, the actuator control means 21controls the actuator 4 so that the actual turning motion state of thevehicle becomes close to the target turning motion state, in response tothe air pressure decrease. Therefore, the stability of the vehicle canbe ensured.

Although the embodiment of the present invention has been described indetail, it will be understood that the present invention is not limitedto the above-described embodiment, and various modifications in designmay be made without departing from the subject matter of the inventiondefined in the claims.

1. (canceled)
 2. A turning motion control system for a vehicle,comprising: a target turning motion state determining means fordetermining a target turning motion state of the vehicle; a turningmotion state detecting means for detecting an actual turning motion ofthe vehicle; an actuator control means for controlling an actuator sothat the actual turning motion state of the vehicle detected by theturning motion state detecting means becomes close to the target turningmotion state determined by the target turning motion state determiningmeans; and a switching means adapted to switch over a control-permittedstate and a control-stopped state of the actuator upon operation by adriver, wherein the system further comprises: wheel speed sensors fordetecting wheel speeds of a plurality of wheels, respectively; and awheel abnormal state detecting means for detecting an abnormal state ofany of the wheels, based on comparison of values detected by the wheelspeed sensors with one another, and wherein the actuator control meansis adapted to carry out the control of the operation of the actuator,irrespective of the switching mode of the switching means, when theair-pressure decreased state detecting means has detected theair-pressure decreased state.